Rotary valve for engines.



E. E. SHAPER. ROTARY VALVE FOR ENGINES.

APPLICATION FILED M1142. 191s.

1,091,541 Patented Mar. 31, 1914 ELMER E. SHAFER, OF BENTON COUNTY. IOWA. i

ROTARY VALVE FOR ENGINES.

Specification of Letters Patent.

APatented Mal'. 31, 1914.

Application filed April 12, 1913. Serial No. 760.686.

To all 11x71 0m. it may concern,

'Be it known that I, Emma E. SrL-iran, a citizen of the United States of America, and a resident of Benton county, Iowa, have invented certain new and useful Improvements in Rotary Valves for Gas-Engines, of which the following isa specification.

My invention relates to improvements in rotary valves for gas engines, and the object of my improvement is to supply for such engines, and particularly for engines having a plurality of cylinders, means for controlling the admission and exhaust to and from said cylinders, and the invention consists in the novel construction and combination of the parts hereinafter fully described and claimed.

In the ldrawings, Figure 1 is a side elevation of a multi-cylinder internal-combustion engine as equipped with my improved controlling means for the admission to and the exhaust from its cylinders. Fig. 2 is a vertical transverse section on a' larger scale of one of the conical plug-valves with its chamber and other parts of the engine, with parts broken away. Fig. 8 is a horizontal axial section of the valve-chamber and the valves therein. Fig. 4 is a perspective detail view of one of the conical plug-valves. Fig. 5 is a transverse section of one of the conical plug-valves, showing the relative dimensions of its ports and the intervening solid parts of the valve.

Similar numerals of reference denote corresponding parts throughout the .several views.

It is my object herein, to do away with the necessity of puppet-valves with their springs, and adopt other-means for controlling the admission to and the exhaust from the cylinders of an internal-combustion engine, which will be self-cleaning, and self-fitting, and will perfectly accomplish the functions mentioned. lilith this end in view. I have adopted the construction of valves shown in the figures, and referring especially to Figs. 2 to 5 inclusive, which show the form and mounting of said valve.

In Fig. 1, which shows a multi-cylinder 1 engine having the cylinders 11, 12, 13 and 14, whose piston-rods are operatively-connected with a common crank-shaft 28, a like plurality of spaced valve-chambers 6 of conical form are in communication with said cylinders respectively.y by way of a port 5 in each valve-chamber. Each valve-chamber 6 is separately constructed from the other valve-chambersl and has at its diminished end an outwardly-turned flange ring 18 supplied with a plurality of orifices adapted to receive the screws 19. the latter having their ends secured in interiorly-threaded sockets in the abutting edges of the next valve-chamber. In the upper part of each valve-chamber is formed an oil-chamber 7 in communication with the hollow of the chamber, the latter being concd to fit the conical valve 1, the latter being a frustum of solid metal having a square axial orifice 35 adapted to receive a square spindle S4 to rotate therewith, the valve being movable therealong. Since the valve l ts the conical seat in the valve chamber 6, it will in time wear its peripheral bearing surface as well as the bearing surface of the chamber, and I have adopted means for taking up for this wearinfr to at all times provide a tight well-fitting joint between said parts.

The numeral 21 denotes a pin seated removably in a t ansversc orifice inthe spindle 34, and the numeral 2O denotes a coiled compression-spring seated about said spindle and engaged between said pin and the adjacent wider head of the valve 1. and the spring acts to retain the valve on its seat and take up wear. Each valve l is supplied with a like installation of spring and mounting, when used with a multi-cylinder engine, and each valve-chamber 6 has on opposite sides like inletand exhaust-ports 30 and 31 which open respectively into the inlet-pipes ft2 of the carburetor and into the pipes of the exhaust-chamber. On one end of the spindh` 34 is fixed a ring web 23 of a casing .27 lies abutting thereon, both said parts having counterpart raceways for anti-friction balls Q1, thus providing an anti-friction bearing to take up end-thrust. A sprocl-:et-wheel 25 is secured on the spindle .9i-f. and a sprocket-chain 26 operatively connects .said wheel with another sprocketwheel :39 on said crank-shaft Q8, the said wheels being of dimensions adapted to rotate flu` spindle and said valves a one-half Y rotation during each rotation of the crankshaft.

In each valve 1 is provided a cross-passage 3, through one side thereof, and the width of said passage is throughout one eighth of the circumference of the valve, that is, each end of said passage is of that width, and the solid part t of the valve between these pas- Q2, and an annular sage-ends is also in width one eighth of the circumference of the valve, Which leaves thev remainder of the solid part of the valve bctween the passage-ends oppositely, of a Width of tve-eighths ot' the circumference of the valve. These proportions are important for reasons to be hereinafter specified. In the rotation of said spindle and valves to control the admission and exhaust of said cylinders. the valves are rotated continuously, and the transverse passage 3 of each valve is placed alternately to cause the ad mission-port and then the exhaust-port to be placed in communication with the combustion-chamber of the cylinder. The small solid part of the valve which lies between the passageends 3 is of a Width ust sutiiV cient to permitl of the rotation of the valve While the piston of the engine is in its stationary condition between two cycles, and so that the passage-ends will register with the cylinder port 5 at the right times for admission or 4exhaust respectively. The valve-chambers may be separately' remova` ble from the cylinders, by providing themwith flanges 9 which are oriliced to take screws 8, the latter Working in interiorlythreaded socket-s in the projecting parts 10 of the cylinders.

Having described my invention, what l claim as new, and desire to secure by Letters Patent, is: A

1.- The combination, with 'a plurality of cylinders, of a separate valve-chamber for each cylinder, a conical plug-valve Working in and fitted to each valve-chamber, means for holding each plug-valve in contact With its seat, each valve-chamber having inlet and l exhaust passages for its communicating cylinder, and each valve having a passage extending through one side portion of it and operating to place the passage thereof alter- I nately in communication with its respective cylinder.

v2. The combination, with a plurality of [l cylinders, of a separate valve-chamber for jl each cylinder, a conical plug-valve Working h'ttingly in` each valve-chamber and pro-' vided with a hole at its axis in line with the like holes in the other valves, separate 5 means for holding each valve in contact with i its seat, and a rotatable driving-spindle eX- I tending through all the said' holes in said l valves and operating to rotate the valves i and permitting each valve to slide longitudinally independently of the other valves.

The combination, With a plurality of cylinders, of a separate valve-chamber for each cylinder, a conical plug-valve Working tittingly in eachvalve-chamber and provided With a hole at its axis and a tubular stem at its smaller end, a spring connected to each said valve and operating to hold it to its seat ittingly,independently of the other valves, and a rotatable driving-spindle extending through all the axial holes of `said valves and operating to rotate the valves and permitting each valve to Slide lengt-h- Wise therealong independently.

Signed at Garrison, la., this 26th day of March, 1913.

,ELMER E. snaren..

Witnesses:

W. A. KosTER, B. G. TYLER. 

